Automobile construction.



, H. FORD.

AUTOMOBILE CONSTRUCTION.

APPLICATION FILED JULY 21, 1909. l,'?5, 557, v Patented 0013.14, 1918.

2 SHEETSSHEET 1v HENRY Frzmn Wane/mes a. f/%ww. Q. 977 am,

11.1"01111. AUTOMOBILE CONSTRUCTION.

APPLIOATION FILED JULY 21, 1909.

1L,75,55? 4 Patented 0013.14, 1913.

2 SHEETS-SHEET 2.

514mm fez HENRY Fawn Wiiwwws HENRY FORD, 0F DETROIT, MICHIGAN.

AUTOMOBILE CONSTRUCTION.

Specification of Letters Eaten t.

Application filed July 21, 1909. Serial No. 508,779.

Patented @ct. ii, 1913.

To all whom it may concern:

Be it known that I, HENRY F 0R1), a citrzen of the United States ofAmerica, residing at Detroit, in the county of Wayne and State ofMichigan, have invented certain new and useful Improvements inAutomobile Construction, of which the following is a specification,reference being had therein to the accompanying drawings.

In the construction of automobiles, it is desirable that the torque ofthe engine be transmitted to the traction wheels in as d-i-. rcct a lineand with as little side thrust upon the vehicle frame as possible. Theload on the vehicle should likewise be so distributed as to permit theframe and the wheels accommodate themselves to any inequalities of theroad without racking the frame or running gear or binding t-he drivingmechanism, and the running shocks from the driving and steering wheelsshould likewise be centralized in the frame in line with the load anddriving strains.

This invention relates to automobile construction and more particularlyto an arrangement of the driving mechanism and the support ofthe chassisadapted to transmit both the load and driving strains in the. "samedirect line and to afford flexibility to-- gether with lightness andsimplicity of -design.

The invent-ion consists in the matters here- 5 inafter set forth andmore particularly pointed out in the appended claims.

Referring to the drawings, Figure 1 is a plan view of the chassis anddriving mechanism ofan automobile embodying features; of the invention;Fig. 2 is a side v1ew-thereof; Fig. 3 is a view front elevation of thechassis; Fig. 4 is a view of the rear end of the chassis; Fig. 5 is aview in detail of a driving thrust bearing; and Fig. 6 is a view indetail of a front axle thrust bearing.

In the drawings a substantially rectangular frame 1 of suitable designis centrally supported at its forward end on a spring 2,; and at itsrear end on a spring 3, a forward cross member 4.- of the Ina-In framebeing preferably rigidly secured to the crown of the spring by suitableclips .5, and arear, cross member 6 of the frame being likewise securedto the spring 3 by clips 7. As aprcferred detail of construction, themom-g bers 4 and 6 of the frame are channel irons whose dependingflanges 8 and 9 bear against the margins of the spring leaves andprevent lateral tilting, the channel irons being crowned slightly orbent between their ends to conform to the crowns of the springs andthereby make a comparatively long bearing surface or spring seat. Theforward spring 2 is hung at its ends in shackles 1O orlike suitablesupporting means on a front axle 11 having steering knuckles 12 on whichforward bearing Wheels 13 are mounted. The knuckles have the usual linkor like member connecting them, and a steer.- ing mechanism of anypreferred type, not herein shown, may be mounted on the frame. The rearaxle 14 which is preferably tubular and has an enlarged central portion15 acts as a housin for a differential transmission, of any pre erredtype, not indicated, traction wheels 16 actuated by the differentialgear being rotatably secured at the outer ends of the tubular axle 14 inthe usual manher. The rear spring 3is suitably supported at itsextremities in shackles 17 or the like, pivoted to collars or flanges 18on the rear axle adjacent the wheel hubs thereof, so that any load onthe spring is transmitted almost directly to the wheels and has noeffect upon the rear axle 14.

A motor 14) of any preferred type is placed on the forward end of theframe with lts main shaft in substantially xial alinement with thecenters of support of the frame ends, the shaft, whose axis is indicatedby the dotted line 20, being concentric with a stud 21 on the forwardend of the motor casing that is journaled in a suitable hearing 22 onthe forward member 4 of the frame centrally above the spring support ofthe latter. The body of the motor is carried iby'a pair .of oppositelydisposed hangers or brackets 23 each rigidly secured to side members 24of the frame 1.

The crank case 25 of the motor from which the stud 21 extends and towhich the hangers 23 are attached, together with a housing 26 forachange speed mechanism, or, in other Words, a transmission casing, arepreferably arranged to be substantially continuous .or to constitute aone-piece member adapted to Withstand endwise strains and stresses.

A pair of converging radius rods or struts 27 connected at their outerends to the front axle near the steering knuckles are united at theirother ends in a yoke 28'havimg a spherical end journaled in a thrustbearing 29 of suitable design secured on the crank case 25 of the motor.This forms a ball-andsocket joint acting as a thrust. bearing for thefront axle in the Vertical plane of the centers of the spring supportsof the main frame. v

A hollow arm 30 is rigidly secured at its rear end to or issubstantially integral with the center portion of the rear hollow axle14:, and extends forward therefrom to the transmission casing 26. Theforward end of the arm, strut or reach 30is arranged to form a universaljoint .with the transmission casing, as, for example, by having a hollowspheroidal end 31 bearing against a correspondingly concave cup 32secured in the end of the transmission casing in axial alinement withthe motor shaft, a retaining ring 33 of suitable design preventing thewithdrawal of the reach. Radius rods 34 are secured at their rear endsto the collars 18 on the rear axle and are connected at their forwardends to'the reach 30 close to the universal joint connection with thetransmission casing, the converging axes of the rods preferably passingthrough the center of oscillation of the joint.

In the referred form of construction, the transmission casing 26, andthe crank case 25, as well as the tubular rear axle 14 and the reach 30,are of pressed steel or the like.

The differential mechanism, driving the rear wheels, is coupled to themotor through any preferred type of transmission mounted in the casing26 and a transmission shaft 35 journaled in the reach 30 and having auniversal joint 36 whose center of, oscillation is substantiallycoincident with the center of oscillation of the universal thrustbearing connection between the reach 30 and casing 26.

As herein indicated, the main frame 1 has no diagonal braces, and inlight cars, the latter may be omitted as the three point connection ofthe motor with the end and side members of the frame akes the motor abrace adapted to resist any tendency of the latter to rack. As a resultof this method of construction, any load upon the main frame is carriedto the-central alined points of support on the springs. The for wardspring transmits this load to the forward axle near the ends of thelatter, so that the axle itself may have a very light center section.The rear spring is support ed at its ends in such manner that any weightthereon is conveyed almost directly to the journals and hubs of thetraction wheels, so that the rear axle has practically nothing tosupport, except the differential and transmission shaft. Thus the loadon the vehicle is substantially concentrated in a central vertical planein which the longitudinal axis of the vehicle lies.

The thrust of the driving wheels is carried directly to the center lineof the frame by the radius rods and reach, the latter acting likewise asa torsion rod. Rocking of the rear axle under the frame or of the frameon the rear axle has no effect :upon the driving mechanism which in allinstances conveys the driving strain directly to the center line of theframe. The radius rods of the forward axle likewise bring the shocksfrom the forward wheels directly to the motor casing and the center lineof the machine, so that both the Weight of the load and the drivingload, the one vertical and the other substantially horizontal in effect,are distributed in the central vertical plane of the chassis and do notin any way tend to rack the frame or bind the transmission mechanism.This concentration of the loads allows a very light construction, andgreatly increases the efficiency and life of the transmission itself,and reduces tire wear and fuel consumption.

The arrangement of the springs-herein indicated is preferable, but anydisposition thereof which concentrates the load at the same points andpermits the oscillations of the several members may be substituted.

Obviously changes in the details of construction may be made withoutdeparting from the spirit of the invention and I do not limit myself toany particular form or arrangement of parts.

\Vhat I claim as my invention is 1. In an automobile, frontand rear'axles, a frame, springs each articulated at the ends to one of the axlesand rigidly secured to the frame between the said ends, and struts whoseouter ends are secured to the axles near the ends thereof and whoseinner ends are pivotally connected to the frame in substantially thevertical plane of the points of attachment of the springs thereto.

2. In an automobile, a front axle; a rear axle, a frame havingtransverse members, springs each rigidly secured to the medial portionof a transverse member and articulated at both ends to an axle near theextremities thereof, and struts from the outer portions of the axlessecured at their inner endsby a pivotal connection to the frame insubstantially the vertical plane of the spring connection thereto.

3. In an automobile, a front axle, a rear axle, a frame, transversemembers therein above each axle, springs each articulated at its ends'to the end portions of an axle and rigidly secured at its'middle to thecentral portion of an adjacent transverse member, and struts eachsecured at one end to the outer portion of an axle and at the otherattached to the frame by a pivotal connection. in substantiallytheivertical plane passing through the points of attachment of thesprings to the frame. 7

4. In an automobile, a front axle, a rear axle, a frame, a transversemember therein aerate? over each axle, a spring between each axle andadjacent transverse member articulated at its ends to the axle andrigidly secured at its middle to the adjacent member, andstruts -tionsthereof, a transverse member on the frame over each axle bent betweenits ends to form a spring seat rigidly secured to the spring, and rigidstruts between the axle ends and points in. the frame that lie in thevertical plane of the points of attachment of the spring seats to theframe.

6. In an automobile, a front axle, a rear axle, a frame having atransverse member over each axle connected by longitudinal members, aspring between each axle and adjacent transverse member secured at itsends to the axle and at its middle to the middleportion of the adjacentmember, a motor having one end journaled on one transverse member insubstantial coincidence with its point of attachment to the adjacentaxle spring, and secured at each side to a longitudinal frame member,and struts each 'connected at one end to an axle and at the other to themotor in the vertical plane of the spring and motor connections to thetransverse members.

7. In an automobile, a front axle, a rear axle, a frame havingtransverse members each over an axle connected by longitudinal members,a spring between each axle and an adjacent member secured at its ends tothe axle andat its middle to the middle portion of the adjacent member,a motor having one end journaled on one transverse member atsubstantially its point of attachment to the adjacent spring, and havingthe other end secured rigidly to the frame, and struts each pivoted atone end to the motor at a point in the plane of attachment of thesprings and motor to the transverse members of the frame and secured atthe other to an axle.

8. In an automobile, a front axle, a rear axle, traction wheels on therear axle, a frame, springs each centrally secured to the middle of atransverse member of the frame and at its ends to an axle, a motorjournaled.

ing at its other end against the motor case, and other struts from theaxles pivoted to the casing, all in the plane of the spring and motorattachments to the transverse members of the frame.

9. In an automobile, a front axle, a rear axle, a frame havingtransverse members over each axle connected by longitudinal members,springs each secured at its ends to an axle and at its center to themiddle portion of a transverse member, a motor with its main shaftarranged longitudinally of the frame and with its forward end ournaledon a transverse member concentrically with the main shaft and insubstantial coincidence with the point of attachment of the spring, therear end being rigidly secured on each side to a longitudinal member ofthe frame, a hollow strut rigidly'secured at its rear end to one of theaxles and pivoted at its forward end to the motor in the plane of thespring attachment and main shaft, struts secured to the forward axle.and pivoted to the motor in said plane, traction wheels on the rearaxle, and transmission mechanism between the traction wheels and motorhoused in the rear axle and hollow strut.

10. In an automobile, a front axle, a rear axle, traction wheelsthereon, a frame consisting of a transverse member over the forw'ardaxle, a transverse member over the rear axle, and longitudinal sidemembers connecting the ends of the transverse members, springs eachsecured at the ends to an axle and at its center to the middle portionof a transverse member, a motor pivoted at its forward end to theforward transverse member in substantial coincidence with the point ofattachment of the spring, and secured at its rear end rigidly to eachlongitudinal member, the main shaft of the motor being in axialalinement with the pivot hearing, a hollow strut secured at its rear endto the rear axle and pivoted at its forward end to the motor in axialalinement with the forward pivot bearing, transmission mechanism betweenthe traction wheels and motor housed in the hollow strut and rear axle,and struts whose outer ends are secured to the front axle and whoseinner ends are pivoted to the motor in substantial alinement with theforward motor pivot bearing and hollow strut pivot joint.

11. In an automobile, a front axle, a rear axle, traction wheelsthereon, a frame consisting of a transverse member over the for wardaxle, a transverse member over the rear axle and longitudinal sidemembers connecting the ends of the transverse members,

springs each secured at its ends to an axle and at the center to themiddle portion of the adja cent transverse member, a motor crank andtransmission casing whose forward end is journaled on a transversemember at substantially the point of attachment of e spring and whoserear end is rigidly secured at each side to a longitudinal frame-memher, a hollow strut whose rear end is rigidly secured to the rear axleand whose forward end has a ball-and-socket connection with the rear endof the casing in substantially axial alinement with the forward pivotbearing, radius rods whose outer ends are secured to the rear axle nearits extremities and whose forward convergent ends are secured to thestrut near the ball-and-socket connection with the casing, radius rodsWhose outer ends are secured to the outer ends of the front axle andwhose convergent rear ends are united and connected to the casing with aball-and-socket joint in substantial alinement with the forward casingbearing and the rear strut ball-and-socket joint, transmission mechanismfor the traction wheels housed in the rear axle, its strut and thecasing, and a motor on the casing with its main shaft concentric withthe forward bearing of the casing, coupled to the transmissionmechanism.

12. In an automobile, a front axle, a rear axle, springs each suspendedat the ends on the outer portions of the axles, a frame to thetransverse members of which middle portions of the springs are severallysecured, a power plant pivotallysecured at its forward end to a forwardtransverse member of theframe and rigidly secured at their sides to aside memberof the frame at one point, converging forward struts whoseouter ends are pivotally attached to the outer portions of the frontaxle and whose meeting rear ends are pivotally secured to the powerplant, and rear struts whose divergent' ends are pivotally securedftothe outer portions of the rear axle and whose forward convergent endshave a single pivotal connection with the power plant, the points ofattachment of the struts to the power plant and of the springs to theframe lying in substantially the vertical medial plane of the frame.

In testimony whereof I afix my signature in presence of two witnesses.

HENRY FORD. Witnesses:

ANNA M. Dora, 0. R. STIGKNEY.

